Sedgemoor 2050 Transport Investment Strategy

October 2019 Sedgemoor 2050 Transport Investment Strategy

 2 Contents Overview ÌÌ What is the 2050 Transport Investment Strategy? 4

ÌÌ Sedgemoor’s local transport context 5

ÌÌ Sedgemoor’s national position 5

ÌÌ Scale of ambition 6

ÌÌ Development of the Sedgemoor 2050 Transport Investment Strategy 6

ÌÌ Living Sustainably 7

ÌÌ Enjoying and Achieving 7

ÌÌ What would that transport network look like? 8

Context ÌÌ Commuting patterns 10

ÌÌ Connecting businesses 11

ÌÌ Enabling development 12

ÌÌ Socio-economic factors and trends 16

ÌÌ Deprivation 16

ÌÌ Sedgemoor’s transport network 17

ÌÌ Summary 18

Building our communities ÌÌ Strategy 20

Delivery Plan ÌÌ Phasing 30

Funding and Financing Options ÌÌ Introduction 40

ÌÌ Central Government grants – capital 41

ÌÌ Central Government grants – revenue 42

ÌÌ Local government 42

ÌÌ Private sector 43

ÌÌ Financing options 43

ÌÌ Summary 43

Appendix

3  What is the 2050 Transport 1 Investment Strategy?

1.1 Investment in Sedgemoor’s transport is a key enabler for delivering sustainable growth by increasing competitiveness, supporting employment and creating opportunity across the district. The Sedgemoor 2050 Transport Investment Strategy identifies the Overview key transport schemes required to support economic growth and new housing in Sedgemoor – aligning transport infrastructure with development to achieve long-term, sustainable growth to 2050. The Strategy considers all forms or ‘modes’ of travel and all areas of Sedgemoor, as well as connections to and from the district. It also considers the opportunities of new and so-called disruptive technologies in transport such as on-demand and shared mobility. The strategy considers how best to achieve wider economic, social and environmental goals and priorities.

1.2 The Strategy builds on the Sedgemoor Local Plan 2011-2032, identifying additional infrastructure requirements to support development beyond 2032 or even to accelerate development, recognising that major infrastructure can take decades to plan, design, fund and build; and that in a pro-growth, pro-business district, like Sedgemoor, starting discussions early is important for getting buy-in to a shared vision for growth between the District Council, residents, businesses, and other key partners.

1.3 Economic growth is supported by improving connectivity between businesses and their supply chains and markets; helping businesses to access larger labour market catchments to secure the right skills; providing access to international gateways for trade and investment; for enabling and incentivising development; and supporting social inclusion and creating opportunities for all. This requires investment in improving both local and strategic transport connectivity, and not just by motorways and by rail, but also on local roads – by car, bus, cycling and walking, as well as shared modes such as taxis and car clubs – and investing in and preparing for new technologies and mobility solutions. Sedgemoor’s local transport context Sedgemoor’s national position

1.4 Sedgemoor District Council is the Local Planning Authority, 1.7 Sedgemoor District Council does not control planning, design, responsible for strategic planning, housing and economic growth. funding or delivery of works on the rail network or the M5 As an integral part of this, the District Council produces an motorway. This is the responsibility of the Department for Infrastructure Plan to coordinate infrastructure needs and priorities, Transport, along with Network Rail and Highways England and works to secure funding contributions from developers (e.g. respectively. However, the District Council does influence Section 106 contributions and Community Infrastructure Levy) to Central Government and has an excellent track record of working invest in infrastructure. To ensure Sedgemoor is prepared for the closely with local, neighbouring and national partners to secure future and is able to provide top levels of performance, the District investment that is in the best interest of Sedgemoor residents and Council is also investing in highways and traffic management advice businesses. in relation to future development and producing a long-term transport 1.8 Consideration is also being given to forming Sub-National strategy, this document – the Sedgemoor 2050 Transport Investment Transport Bodies (SNTBs) with two potential SNTBs being Strategy, to shape longer term spatial development patterns. identified for the South West. Central Government is promoting 1.5 Somerset County Council is the Local Transport Authority. The their formation, and membership of such a body will be the County Council has a statutory responsibility to develop and refresh decision of Somerset County Council as the Local Transport a Local Transport Plan, containing a long-term transport strategy Authority. The District Council is supportive of local government and shorter, five-year delivery plan. The Sedgemoor 2050 Transport coming together with Central Government to plan transport Investment Strategy is complementary to the Local Transport Plan, strategically, appreciating that in a thriving economy, travel is not the Somerset Future Transport Plan published in 2011, and provides limited to local or national boundaries. Sedgemoor District Council greater focus on Sedgemoor, its economic development, and looks will want to ensure that regardless of the SNTB geography in which further into the future. it is located, that the priorities of the district are at the fore of the SNTB’s agenda. 1.6 Sedgemoor District Council is also within the geography of the Heart of the South West Local Enterprise Partnership, covering Somerset, 1.9 Efficient access by road, rail and other forms of public transport Devon, Torbay and Plymouth. The Local Enterprise Partnership to London and its airports, Bristol and Bristol Airport, Exeter and is responsible for developing a Strategic Economic Plan, directing Plymouth and other south coast ports, as well as the Midlands and economic development across the area. The plan also identifies beyond, are important for Sedgemoor and Somerset’s businesses strategic transport priority corridors and international gateways and economy. Sedgemoor is extremely well placed to access many (including the M5, A38, Bristol to Exeter Line and Bristol and Exeter of the country’s major economic hubs and international gateways, Airports), as well as priority issues (e.g. improving the resilience of and continuing to invest in strategic connectivity is important for not the Bristol to Exeter railway line to flooding), and has agreed funding only the local economy, but for the national economy too. to invest in the local area (e.g. funding for Huntworth Roundabout 1.10 The District Council works closely with the organisations described and the access road to Gravity – the innovation campus at the above to plan and design infrastructure and secure funding for Enterprise Zone on the former Royal Ordnance Factory site). The transport infrastructure and wider economic development priorities. Sedgemoor 2050 Transport Investment Strategy provides details of The Sedgemoor 2050 Transport Investment Strategy identifies transport interventions along these priority corridors and in relation transport infrastructure and service investments that cover the to economic growth in line with priority issues. responsibilities of all tiers of government, as well as identifying where the private sector can play its part in the investment of transport infrastructure and service enhancements.

5  Sedgemoor 2050 Transport Investment Strategy

Development of the Sedgemoor 2050 Transport Scale of ambition Investment Strategy

1.11 The scale of ambition for economic development, new housing 1.18 Sedgemoor District Council appointed transport and economic and transport across Sedgemoor is bold and transformational development consultancy Steer to support the preparation of this and well aligned with the government’s National Planning Policy strategy. This strategy covers the period to 2050, going beyond Framework, the Industrial and Clean Growth Strategies and Somerset County Council’s current Local Transport Plan, which the drive to increase productivity and deliver Local Industrial runs to 2026. Strategies, as well as recent transport, social and 1.19 Development of the strategy began with a review of local, regional environmental policy. and national planning and transport policy, establishing the context 1.12 The vision for the strategy stems from the vision of the Sedgemoor for the Sedgemoor 2050 Transport Investment Strategy. After this Local Plan, and the vision statement, goals and priorities of the a draft vision and objectives for the strategy were developed. Sedgemoor 2050 Transport Investment Strategy are shown 1.20 The strategy is founded on a technical evidence base drawn from overleaf. Our vision is to support the delivery of a low carbon, clean relevant development planning, transport strategy and modelling growth transport network for the future that creates opportunities reports, and additional traffic surveys and junction modelling. for all by improving the day-to-day accessibility and connectivity for The strategy also considered the potential future scenarios that Sedgemoor’s residents, businesses, and visitors. might provide the context for implementation of the strategy over 1.13 This vision statement is supported by four goals linked to the Local the years to 2050. Variables within these scenarios included the Plan: ensuring economic wellbeing; enjoying and achieving; being relative costs of energy and people’s preferences for face-to-face healthy; and living sustainably. These goals, in turn are supported or virtual engagement. by a number of priorities for transport investment in the district, to 1.21 Throughout the process of developing the strategy the team which the schemes identified later in this strategy will align. engaged with Sedgemoor District Council officers and members, 1.14 Economic wellbeing across Sedgemoor, including revitalising as well as businesses and other key stakeholders. Bridgwater, will continue to build on the Hinkley Point C project 1.22 Scheme development involved the generation of a long-list of to boost knowledge-intensive jobs in sectors such as energy and scheme options in response to the issues and opportunities engineering, complementing the district’s longstanding strengths identified. The long-list was then refined and prioritised in in food production and processing, transport and logistics/ discussion with Sedgemoor District Council, using an objective- distribution, and tourism. The district’s economy will continue led framework based on the Department for Transport’s Early to grow in alignment with the Industrial Strategy, the Grand Assessment and Sifting Tool (EAST), which also considered Challenges and the Heart of the South West Local Enterprise the financial, commercial and management deliverability of all Partnership’s Local Industrial Strategy. Growth will place proposed interventions. additional and changing demand on our transport network, which will need to adapt to ensure it continues to serve the local 1.23 In the final stage, the strategy around the shortlist of schemes was economy and population. prepared, including the phasing of schemes into the short, medium and long terms and discussion of the funding and finance options 1.15 A giant step along this transformational trajectory is Gravity – that may be available. an innovation campus on the former Royal Ordnance Factory site. Gravity will be a connected, intelligent and sustainable environment that will attract some of the world’s most innovative businesses, drawing in investment from around the UK and internationally. It is anticipated the site will be home to up to 150 businesses with around 4,000 employees on site by 2042, as well as supporting wider jobs growth in the local area to support the innovation campus. Together, Hinkley Point C and development at Gravity will help to create higher wage jobs in Sedgemoor and drive an overall increase in GVA per capita.

1.16 In parallel to jobs growth, the District Council supports a growing population through housing, and supports development at an accelerated rate, including development of affordable and social housing, as well as innovative, ‘smart’ (i.e. digitally connected and advanced) communities.

1.17 Together, the economic re-orientation described above, along with housing and employment development, and wider civic infrastructure, will support the improvement of the quality of life of all residents and business, providing a much-needed boost to deprived areas.

 6 Sedgemoor 2050 Transport Investment Strategy Vision, Goals and Priorities

Support the delivery of a low carbon, clean-growth transport network for the future that creates opportunities for all by improving the day-to-day accessibility and connectivity for Vision Sedgemoor’s residents, businesses, and visitors.

Living Sustainably Being Healthy

Reduce carbon emissions Promote active travel and wellbeing Increase resilience to climate change Improve air quality and flood events Ensure a safe transport network

Ensuring Economic Enjoying and Achieving Wellbeing

Enable sustainable development Provide access to leisure facilities and natural assets Improve journey time reliability Deliver inclusive and accessible transport Enhance public realm and quality of place Enable access to good quality and affordable housing

7  Sedgemoor 2050 Transport Investment Strategy

What would that transport network look like?

1.24 A growing population, more employment and housing, and 1.27 Public transport: This strategy envisages a higher quality, economic growth and prosperity will lead to more journeys being frequency, and coverage of public transport services, particularly made in Sedgemoor in the future than today. ‘Business as usual’ local bus services, providing accessible and viable transport for transport will not work. Many more trips made by private car options for those choosing not to travel by car: on a constrained highway network with limited opportunities for increasing capacity will result in more congestion and associated Regional connections negative impacts. Heavy traffic flows and congestion would The District Council promotes improved rail impede bus journey times and make walking and cycling connectivity from Sedgemoor through increased environments less attractive through raising concerns regarding frequency and journey times to Bristol, London, road safety and air quality. and to other regions and major economic hubs in the UK, and specifically ‘London in Two’ travel 1.25 Even if opportunities for highway capacity enhancements were times bring rail travel times to London in under to exist, whilst it would support new development opportunities, two hours from Sedgemoor. The District Council it would not address issues regarding the negative impacts of also promotes a mass transit link to Bristol Airport, if feasible. If road traffic on environmental pollution, the quality of life of our it is not feasible to create rail connectivity to Bristol Airport, then communities, including air quality, road safety, and wider public an alternative high-frequency and high-quality public transport health. As such, a balanced approach to transport planning and solution would be supported and the Council supports the provision is required to support a successful local economy. For its ambitions of the Bristol South West Economic Link, which will help part in this, a successful transport network is one that: to improve connectivity between the airport and Sedgemoor.

ƒ ƒ Operates as a coherent system – integrated and seamless – Gravity and Sedgemoor’s ‘knowledge spine’ achieved through integrated information, ticketing, new shared Running through the north-south of the district, mobility options (e.g. cycle hire), and improved facilities and emerging from outside the district in Taunton to service integration at interchanges; the south, improved bus and rail services will ƒƒ Provides access for all residents to jobs, employment link to a rapidly expanding Bridgwater supported opportunities, key services, and local amenities by sustainable by improved station access, and on to Gravity transport options; – the innovation campus on the former Royal Ordnance Factory site – and then through to ƒƒ Connects all major employment sites to skilled labour markets, Burnham-on-Sea and Highbridge, as well as Bristol Airport. In major economic hubs, and international gateways; addition to Gravity benefiting from improved bus services running north-south along the A38 corridor or parallel routes, longer-term ƒƒ Supports development sustainably; and rail connections for both passengers and freight are proposed, ƒƒ Protects and enhances, the environment, and is resilient to to stations within the district, and on to major economic hubs, climate change, extreme weather events, and disruptions on including Bristol, Bristol Airport and London. the network. Local bus services 1.26 So, as far as possible, as many journeys as possible should be Current funding constraints from Central made by sustainable transport to support development, economic Government have led to bus subsidies being growth, and create opportunities for all, whilst aiming to enhance cut or fully removed from many bus services. It the local environment and minimise the global environmental is urged that these constraints are a temporary impact. Many transport improvements can be delivered well before position from Central Government. In the the early 2030s (within the Local Plan period to 2032) to make interim or even if the situation persists, the local bus network will alternatives to the car more attractive, and help create the travel be supported to be more commercial by locating housing and behaviours that will, first, be more sustainable, and second, free employment development along key routes; through a series up capacity on the road network, both supporting higher levels of of bus priority measures on key routes and concurrent highway development and economic growth within the district. capacity improvements; options for new delivery models of rural bus provision working in partnership with operators; and within Bridgwater, the bus network could be fed by utilising Hinkley Point C legacy Park & Ride sites on the town’s outskirts. Access to good quality, affordable bus services can help to reduce inequalities and can support healthier lifestyles as people walk to and from bus stops at the start and end of their journey.

 8 On-demand services 1.30 Roads Local taxi and private hire firms will be encouraged Sedgemoor’s economy requires an effective and to utilise new technologies for customer booking well-maintained road network. and tracking services taking advantage of web and Its key business sectors of food production and wider digital and GPS developments. The District processing, transport and logistics/distribution, Council will require the provision of pick-up and and tourism rely on road access to do business drop-off points for ‘on demand’ services and spaces and facilitate moving tourists and visitors in, to and for ‘car club’ vehicles in new developments, as well as promoting around the district. Road access is likely to remain other sustainable transport measures through planning policies and a key enabler to housing, employment growth and the district’s guidelines for developers, including electric vehicle charging points. competitiveness in the years to 2050. In a largely rural district, many communities do not have viable, sustainable alternatives to the private car for medium- to long-distance journeys. This is also 1.28 Integrated Travel set to continue. The strategy includes: Interchange between modes will be seamless, with the network operating as a single coherent system ƒƒ M5 motorway: Sedgemoor District Council is actively promoting – achieved through integrated information, ticketing, improvements to address existing and future congestion and and improved facilities and service integration at resilience issues along the M5 motorway, including improvement interchanges: works at Junctions 22, 23 and 24, including the junctions with the A38 at Dunball (Junction 23) and Edithmead (Junction 22) ƒƒ Integrated ticketing: will be introduced across Sedgemoor’s roundabouts. The Council will also promote ‘Smart’ Motorways transport network and possibly beyond within Somerset, the proposals on the M5 which would use digital technology to better Heart of the South West Local Enterprise Partnership and even monitor traffic levels and implement hard-shoulder running, nationally. This would mean a single e-ticket could be used for variable speed limits, or even close lanes remotely via gantry example on a demand-responsive bus service from signage if accidents have occurred. Lympsham to Brean, the bus network to Bridgwater and the train to Exeter St. David’s. ƒƒ Major roads: Sedgemoor District Council will work with Somerset County Council to ensure key routes such as the A38 ƒƒ Mobility as a Service: like a phone contract, users would pay and A39 are acknowledged and identified as ‘major roads’ to a monthly fee entitling them to a certain number of journeys on ensure their eligibility for funding of local improvements. specific modes. ƒƒ Local roads: Sedgemoor District Council will work closely ƒƒ Travel information: will all be in one place, encompassing with other local partners to deliver complementary schemes at a journey planner comparing several modes, live arrival and strategic junctions along the A38, A39 and in Bridgwater and departure times, traffic updates and the ability to purchase tickets. Axbridge, as well as promoting missing road links around the north of Bridgwater and to the north of Burnham-on-Sea. These 1.29 Walking and cycling road schemes will facilitate safer and more efficient movement of This strategy aims to reduce pressure on the all road users, including buses, cyclists and pedestrians, as well transport network, particularly for shorter trips, while as have the potential to improve air quality in built up areas and supporting wider policy outcomes such as improving facilitate future growth and development. public health by encouraging more journeys to be undertaken on foot and by bicycle. ƒƒ Parking: Parking management that recognises the needs of This will entail completing missing walking and local businesses and residents at peak times on the A38 will cycling links, providing new shared mobility solutions reduce congestion between Bridgwater and North Petherton. (e.g. bike and ebike hire, scooter hire), improving urban realm and creating new off-road links for commuting as well as for leisure 1.31 Freight purposes. Bridgwater itself is ideally suited to promoting more Freight demand will be managed through new walking and cycling, given the relatively compact nature of the urban delivery and servicing strategies both at an area and flat topography. In the short term, the Council is working individual business level and district-wide and new with Somerset County Council to deliver a specific Local Cycling rail freight opportunities afforded by the Gravity and Walking Infrastructure Plan (LCWIP), which may have funding innovation campus. attached to it from government once adopted.

1.32 The use of collection points, consolidation centres and possibly autonomous delivery systems will help to mitigate the anticipated rise in deliveries caused by a growing population and the rise of internet orders.

9  2 Commuting patterns

2.1 Residents of Sedgemoor commute in high volumes to Bristol and surrounding areas and other parts of Somerset, with smaller numbers to surrounding counties. Similar travel patterns are made by those commuting into Sedgemoor, albeit in smaller volumes. Context Travel patterns are clearly facilitated north and south of the district by the connectivity provided by the M5, A38 and Bristol to Exeter railway line. The economic strategy of Sedgemoor District Council is to increase the value and diversity of job opportunities in Sedgemoor to ensure the economy is future proof in the longer term, and reduces the need to travel.

2.2 However, by far the greatest number of commuting trips start and finish within Sedgemoor (60% of all commuting). Therefore, the majority of morning and evening peak trips are made by people who are both starting and finishing their journeys in Sedgemoor, travelling relatively short distances of no more than 20 miles (and 34% of journeys to work are under 5km in length).

2.3 As the number of workers and jobs in Sedgemoor increases, so the number of commuting trips will increase, even in the context of wider national trends towards home-working. ‘Business as usual’ for commuting will not work; many more trips made by private car on a constrained highway network with limited opportunities for increasing capacity will result in more congestion and associated negative impacts. Heavy traffic flows and congestion impede bus journey times and make walking and cycling environments less attractive due to concerns about road safety and air quality.

2.4 Even if opportunities for highway capacity enhancements were to exist, whilst it would support new development opportunities, it would not address the negative impacts of road traffic on Sedgemoor’s communities, including air quality, road safety, and wider public health. Connecting businesses

2.5 The dominant industrial sectors of the Sedgemoor economy 2.8 The peak of visitors arriving, who are staying for more than one – food production and processing, transport and logistics/ night, is on Fridays, extending the afternoon commuter peak well distribution and tourism – not only generate a large number into the evenings. Saturdays during the summer are also busy days of car trips from workers commuting, but the nature of the on the A39 and M5, reflecting the traditional Saturday to Saturday industries also generates significant travel demand from supply bookings on accommodation. For visitors leaving Sedgemoor, peak chain and freight movements. travel is typically on Mondays around 10am, extending the morning commuter peak. ƒƒ Food production and processing: These businesses have 2.9 Beyond Somerset, Devon and Cornwall each receive approximately relatively short distance supply chains, for example drawing two and a half times the number of visitors that Somerset receives. from producers to processing plants within Sedgemoor. Road trips from the north and West Midlands are likely to use ƒƒ Transport and logistics/distribution: Within 90 minutes Sedgemoor’s highway network, notably the M5 adding to the of Sedgemoor a large proportion of the population and seasonal strain on the network. Highways England has informally businesses of the South West, South Wales, West Midlands noted that the tourism peaks on the M5 are beginning to extend from and Thames Valley is accessible. Given Sedgemoor’s Thursday afternoon into Saturday afternoon, as the numbers visiting strategic location, as a gateway to the West and South West, the South West continue to grow. the district is home to many businesses in the transport and logistics/distribution sector. Future growth – knowledge intensive ƒƒ Nuclear, advanced engineering: Hinkley Point C is one sectors of the largest construction projects in Europe, and whilst its construction is due to be completed in approximately 2.10 The vision for strong economic growth, fuelled by more jobs in 2025, the plant will be operated for a further 60 years knowledge-intensive sectors targets industries that can be less and then decommissioned. In parallel there will be the reliant on car and Heavy Goods Vehicles, such as energy and decommissioning of Hinkley Point A and B stations and engineering. This aligns with the Heart of the South West Local the potential construction of a spent fuel store. The Hinkley Enterprise Partnership’s Local Industrial Strategy which identifies peninsula will continue to generate lorry movements clean energy and high-tech engineering as two of its three leading and abnormal loads, as well as necessitate outages for areas of local activity that are likely to be innovative, entrepreneurial maintenance involving a significant workforce. The Hinkley and competitive and also distinct, long-term and productive. Point C project is also generating a well-developed supply 2.11 For these sectors, digital and mobile connectivity requirements rival chain and nuclear cluster that is linked into the wider physical transport ones, and opportunities for business travel to be advanced engineering and manufacturing and related conducted by rail are greater – requiring significant improvements service sectors. in rail connectivity and service to major economic centres such as Bristol and London, and international gateways including Bristol and 2.6 The sector generating the largest number of trips by far is Heathrow Airports. tourism. In Sedgemoor there are 2.5 million nights stayed by visitors annually and 3.8 million daytrips (South West Research 2.12 Nonetheless, economic growth through additional jobs, regardless Company for Somerset County Council, 2014). It is estimated of their productivity, will result in additional demand for local and that approximately three million visitors in Sedgemoor visit regional road travel. between July and October. Spread evenly, this would result in an extra 25,000 people in the district every day.

2.7 Tourist and visitor trips are geographically concentrated:

ƒƒ Burnham-on-Sea, Highbridge, and Brean

ƒƒ Cheddar

ƒƒ Minehead (although outside Sedgemoor, travel patterns are similar to the above, generating peaks of traffic in Sedgemoor on the M5, A38 and A39).

11  Sedgemoor 2050 Transport Investment Strategy

Enabling development

Population and housing forecasts

2.13 Sedgemoor today has a population of approximately 120,000 people (ONS, 2015), which is set to reach 144,000 by 2039 (see Figure 2.1 below) and could be as high as 150,000 and 160,000 by 2050. Sedgemoor’s transport networks will need to accommodate the increase in trips resulting from a larger and growing population.

2.14 To accommodate a growing population, the Sedgemoor Local Plan targets an additional 9,750 homes by 2032, of which 6,848 have been allocated. Approximately half of these are identified to be built in Bridgwater (3,720), with Burnham-on-Sea and Highbridge accounting for 850. Cheddar has an allocation of 515 and North Petherton 257. The remaining allocation is spread across the district’s smaller settlements.

2.15 Central Government forecasts identified that the total number of homes that need to be built, might need to increase to 11,000, and a similar number of homes will be required beyond 2032 to 2050 based on population forecasts.

2.16 The locations of existing and new homes to the locations of existing and new employment will be among the most important determinants of future travel demand.

Figure 2.1: Sedgemoor Population Forecasts

150,000

140,000

130,000

120,000

201420192024 2029 2034 2039

 12

Sedgemoor 2050 Transport Investment Strategy

Development

2.17 Figure 2.2 shows a timeline of known development and new 2.22 Bridgwater Gateway Business Park infrastructure that will affect travel demand in Sedgemoor. Items On the M5 corridor, Bridgwater Gateway near to the left of the dateline are those which increase demand and Junction 24 is a planned combination of office and those to the right are measures expected to mitigate increases in industrial space with a hotel and local facilities. demand. Dates are approximate and inclusion of a scheme within Planning permission was granted in 2013 and this timeline is not an endorsement; similarly, the exclusion of any much of the traffic management measures have schemes does not indicate a lack of commitment to progress that already been implemented and are in effect. project or measure. 2.23 Bristol Airport Expansion

The airport is a key generator of demand on Committed major development the A38, the main access route for the 39% 2.18 Hinkley Point C of passengers starting or finishing journeys in Hinkley Point C is anticipated to be operational the South West. In 2016 Bristol airport handled by 2025, employing 900 people in high-value over seven million passengers for the first time. jobs. The construction phase should have Planning permission granted in 2011 allows the been completed and left a significant legacy airport to expand to up to 10 million passengers. The airport’s in the area, including the Cannington Bypass Surface Access Strategy aims for 15% of all passengers to travel (already built), several junction improvements, to the airport by public transport, as well as to improve access and improved walking and cycling facilities. for passengers travelling to the South West. The airport recently Contributions have also been made to help fund the Colley Lane submitted an application to expand to 12 million passengers and Southern Access Road (currently under construction). recently consulted on continuing expansion to 20 million by 2050.

2.19 2.24 Cheddar Reservoir Extension The southern arm of the National College for Increasing the local workforce during construction Nuclear in Cannington is complete and several and placing more demand on local transport decontaminated brownfield sites are being infrastructure including the Magic Roundabout. This developed for housing, such as at North East project is currently held in abeyance. Bridgwater, the Cattle Market and Monmouth Street. The overall North East Bridgwater site, including EDF Energy’s land, will provide 2,000 Proposed development homes and up to 3,000 jobs, as well as associated amenities 2.25 In addition to planned development, there are other schemes at such as a local centre, a primary school, public open space, high varying scales in earlier stages of development. These are: quality public transport, extensive foot, cycle and bridle ways, fibre optic and a sports centre. Decommissioning of Hinkley Point B is Bridgwater Bay Tidal Lagoon expected to commence in 2023. There is significant energy potential in Bridgwater

Bay, which has featured in every significant Major planned development study on tidal power in the Severn. A tidal lagoon 2.20 Gravity scheme has the potential to complement the The Enterprise Zone at the former visitor economy, create opportunities for local Royal Ordnance Factory, one of a very few businesses and reduce the risk of storm and locations within Sedgemoor with capacity tidal surge flooding. As yet no planning consents to accommodate large scale requirements are in place and the timescale for this project is emerging from the Hinkley Point C supply chain undefined but is expected to be at least 2050. and growth related to other industrial sectors. Bridgwater Public Realm Improvements Traffic accessing the site is expected to increase Sedgemoor District Council has announced volumes on the A39, A38 and B3141. The planned innovation schemes to enhance pedestrianised spaces campus, Gravity, on the site of the former Royal Ordnance in Bridgwater centre and along the water front. Factory at Woolavington will be one of the South West’s largest Public realm enhancement, new paving, lighting commercial locations when fully built out. Gravity is expected to and dedicated cycle routes are all priorities. generate around 4,000 skilled jobs on site. The additional output Enhancements are expected to increase tourism generated by the Gravity Site will effectively double Sedgemoor’s to Bridgwater and increase footfall in commercial current economic growth rate over a 25-year period. Gravity has areas of the town. the potential to change the above figures from the Trip End Model and provide a centre for knowledge-intensive jobs for Sedgemoor Taunton Bus Priority Corridor residents as well as attracting workers from outside the district. A high-quality public transport scheme along the A38, ultimately intended to connect Wellington, 2.21 Parrett Barrier Taunton and Bridgwater. However, the 2018 £100m flood defence scheme, which the District feasibility study for Somerset County Council Council also expects will deliver a new footway identified the corridor between Monkton Heathfield and cycle path including a bridge within the and Taunton as the first stage to be delivered. structure of the barrier, opening up new active travel connections in the north of Bridgwater, linking Chilton Trinity with north Bridgwater and Express Park.

 14 Figure 2.2: Timeline of major developments in Sedgemoor

Legend

Impact Developments generating additional traffic demand Developments creating additional traffic capacity

Size Strategic development Local development Town centre

Time frames Confirmed Proposed

15  Sedgemoor 2050 Transport Investment Strategy

Socio-economic factors and trends

Deprivation Awareness of public health and impacts of 2.26 While Somerset as a whole is below the national average on measures of deprivation, certain communities within the county poor air quality fall within the 20% most deprived neighbourhoods in England. Of 2.31 There is a growing awareness of the impacts on public health of these neighbourhoods, 11 are located within Sedgemoor and all travel and transport. The high-profile diesel emissions scandal but one of these (Highbridge South East) are in Bridgwater. has helped to raise awareness of the local impacts of transport 2.27 Improved transport and connectivity has a powerful role to play choices. There is a growing recognition of the need to manage in neighbourhood renewal and regeneration. High quality public pollution from transport in urban areas and to facilitate shifts transport and walking and cycling connections improve access to towards cleaner fuels and non-polluting modes of transport. employment, education and training and reduce reliance on private Through the Hinkley Point C project, mitigating action on the main motor vehicles. Heavy Goods Vehicle routes has led to a double-glazing window improvement scheme on designated routes from M5 Junctions 23 and 24 to reduce impacts on local residents during construction. Skill levels and knowledge-intensive jobs 2.28 In general, commuters generate the majority of morning and Changing attitudes to driving evening peak travel demand. Although lower skilled than 2.32 Across the UK the amount and ways people travel are changing. neighbouring districts, over a fifth of Sedgemoor’s adult population There is a trend towards fewer young people holding driving has a Level 4 or above qualification. To access employment licences and as a result young people are less likely to drive than opportunities that are most likely to utilise residents’ higher skill previous generations. The Department for Transport concluded levels, commuters from Sedgemoor typically need to travel further that changes in young people’s attitudes to driving were the result to reach those more knowledge-intensive job opportunities, adding of wider socio-economic trends including a greater proportion of to congestion more than those accessing more local opportunities. young people in higher education than previously, lower paid jobs

and greater job insecurity and trends towards urban living and Ageing population lower levels of home ownership than previous generations.

2.29 The popularity of Sedgemoor as a retirement destination, 2.33 Even in rural areas the average number of miles driven has increasing life expectancy, relatively low levels of non-UK declined. However, among ‘baby boomers’ now entering retirement immigration, and relatively low retention levels of young adults, car ownership and usage remains high and is higher than the contribute to the forecast increase in average age of the generations preceding them. Retirees have very different trip population. The annual growth rate of those aged between 65 and patterns to those in work and these considerations are important 74 years is projected to be 3.5%, compared to an average of 0.7% for Sedgemoor with its relatively large rural area and the expected annual increase in the size of population. The number of people increase in the average age of its population. aged over 75 years will have doubled by 2039 and there will be almost as many people aged over 80 years as in their 20s.

2.30 To support ‘ageing in place’, residents’ travel needs (including accessibility and mobility) must be considered. A greater demand for off-peak travel and greater demand for travel to healthcare facilities will need to be accommodated. Single-occupancy vehicle trips are not always suitable or preferable given the mobility requirements of older people can change. Investment in bus, taxi or other urban mobility solutions will be required.

 16 Sedgemoor’s transport network

M5, A38 and Bristol to Exeter rail line 2.39 Burnham on Sea suffers less than Bridgwater from increased 2.34 Sedgemoor’s transport network is heavily focussed on the north- journey times in the morning and afternoon peaks. Two south M5 motorway and A38 road, with east-west movements roundabouts suffer from delays of over 50% in the peak compared provided by the A39, A372 and A361. The M5, A38 and A39 to free flow: the Edithmead roundabout at Junction 22 of the M5 corridors intersect in Bridgwater, the largest town in Sedgemoor. and the roundabout at the north end of the Esplanade.

2.35 Rail services are accessible from stations at Bridgwater and 2.40 Much of Cheddar experiences delays of up to 50% in the peak, Highbridge & Burnham, on the Bristol to Exeter line. Onward rail including Lippiat Lane, Redcliffe Street, Kent Street, Silver Street, connections to London and other destinations are available from Upper North Street and the Hayes. Five junctions in the area Taunton and Bristol. experience over 50% delay in journey time: 2.36 Nearby Bristol Airport provides national and international ƒ connectivity, with the district connected to the airport at present by ƒ Union Street / A371; connecting bus services from Bridgwater. Currently the only direct ƒƒ Union Street / Cliff Street / Redcliffe Street; public transport service between the airport and Sedgemoor is Stagecoach’s Falcon service, although this only serves Bridgwater ƒƒ King John’s Hunting Lodge junction in Axbridge; and at Junction 24 of the M5 (Huntworth interchange) and Burnham- ƒƒ A371 / A38 southbound. on-Sea at Junction 22 of the M5. The centres of Sedgemoor’s major settlements do not have direct public transport links to the 2.41 The so-called Magic Roundabout to the northwest of Cheddar airport as yet. (a four-way junction linking the A371 with the B3135 Axbridge 2.37 The focus for bus and coach services in Sedgemoor is Bridgwater, Road and the unclassified Shipham Road) also appears relatively from which local bus services run to neighbouring towns including congested in the traffic flow data with some queuing traffic in the Burnham-on-Sea, Cannington, Glastonbury, Highbridge, Puriton, morning peak (although traffic modelling of this junction suggests Street, Taunton and Woolavington. There are 27 bus and coach queue lengths remain relatively short). The site is complicated routes serving Bridgwater. Frequencies are greatest on the local by the topography and work has been undertaken previously to bus routes although frequencies are generally in the range of one identify possible improvements. to three buses per hour. A ‘turn up and go’ frequency, for example 2.42 Speed profile data illustrates the congestion at M5 Junction 22 five buses per hour, would be a significant enhancement to current roundabout. Relatively short slip roads from the motorway to service provision, particularly on the key commuter corridors such the roundabout cause congestion as northbound traffic leaving as Bridgwater-Taunton. the motorway to continue northwards on the A38 must cross

southbound traffic leaving the motorway to head south on the A38 Congestion on the road network on a short link road.

2.38 Journey time delay data shows the difference between ‘free flow’ 2.43 Other areas of delay include the series of villages to the north of and congested traffic conditions across Sedgemoor. In Bridgwater, the A39 in the east of Sedgemoor: Ashcott, Shapwick, Edington locations with notable delays include: and Cossington. The roads through these villages are mostly narrow single carriageway, with little or no footway, and numerous ƒƒ Taunton Road / Wilstock Way roundabout; accesses, meaning significant delay can be caused by low levels of traffic proceeding in opposite directions. ƒƒ Showground Round / Stockmoor Drive / Taunton Road roundabout; 2.44 Somerset County Council road safety data show three serious collisions in the 2009-17 period at the Pipers Inn junction (where ƒ ƒ North Street and Broadway from the Malt Shovel to the junction the A361 joins the A39 between Ashcott and Walton), with many with St John Street; more less-serious collisions known anecdotally but not recorded in ƒƒ Cross Rifles roundabout; and the Killed or Seriously Injured (KSI) data. Collisions at this junction cause severe delays on the A39 and A361 as these roads are ƒ ƒ the length of Wylds Road. single carriageway and there are few alternative routes available nearby for the volume of traffic they carry.

2.45 Cliff Road to the south west of North Petherton towards Clavelshay also shows significantly increased journey times; though this may be a result of the data sample being smaller along this route.

17  Sedgemoor 2050 Transport Investment Strategy

Summary

2.46 By 2050, Sedgemoor will have changed considerably. Changing travel demand arising from changes in the economy, transport, technology and population, coupled with development means that without transport investment journey time reliability will deteriorate, and total journey times particularly in towns will increase as demand at junctions reach and exceed their capacity.

2.47 The strain on the road network is likely to have increased considerably, the result of:

ƒƒ A growing population, and an ageing population less likely to take active modes of transport;

ƒƒ Continuing dominance of industrial sectors that generate large traffic volumes, particularly peaks in seasonal travel demand from tourism; and

ƒƒ Changing commuter flows caused by an increase in knowledge- intensive jobs in Bridgwater and at Gravity.

2.48 Without a rebalancing of job types and skill levels, and significant investment in digital and mobile connectivity, given forecast changes in population and job numbers, the number of trips will increase, and most likely, the amount of vehicle kilometres will increase, causing additional congestion, unless mode shift, demand management, or increased highway capacity policies are pursued.

2.49 Although it is difficult to achieve modal shift in a largely rural district such as Sedgemoor, particularly for journeys over ten kilometres, the fact that a high proportion of journeys to work under five kilometres are undertaken by car suggests there might be potential for more sustainable modes of travel to be used.

2.50 Ensuring the transport network is fit for purpose is a vital element of delivering sustainable growth to meet government and local objectives.

 18

3 Strategy

3.1 The Sedgemoor 2050 Transport Investment Strategy proposes a range of interventions and initiatives to improve journeys across Sedgemoor. This chapter describes the transport measures needed to support growth and development across the district to 2050, Building our focusing first on the measures needed by area and then setting out communities how these measures will benefit different types of journey.

Regional connections and the M5 / Bristol to Exeter rail line corridor

3.2 The proposed schemes for providing increased regional connectivity along the M5 and Bristol to Exeter rail line are identified in Figure 3.1 overleaf. Schemes include:

Regional connections – rail

ƒƒ ‘London in Two’ (R1): As a fast-paced, growing area, with a strong visitor economy, Sedgemoor District Council promotes improved rail capacity and connectivity from Sedgemoor through increased frequency and improved journey times to Bristol, London, and to other regions and major economic hubs in the UK. As the district seeks to attract a much greater proportion of jobs from knowledge- intensive sectors, travel times to London in under two hours are a particular priority. Such enhancements to connectivity will support not only employment growth, but population and housing growth too. This travel time is most likely achieved by routing journeys via Taunton, through improved timetable integration. ‘London in Two’ will need to be delivered in partnership with the rail operator and Network Rail. ƒƒ Bristol Airport Mass Transit Link (R2): Sedgemoor District Schemes within the strategy include: Council promotes a step-change in multi-modal access to Bristol Airport – one of the South West’s major international gateways ƒƒ M5 ‘Smart Motorway’ (HW1): Sedgemoor District Council for trade and commerce – with a current planning application supports Highways England’s introduction of the first phases in to increase passenger numbers from 10 million passengers of Smart Motorway technology on the M5 through Somerset. per annum to 12 million, and a consultation underway to grow These measures are essential to improve journeys to, from to 20 million passengers. Sedgemoor District Council supports and through the area along the district’s major ‘artery’ to the the ambitions of the Bristol South West Economic Link (BWSEL) wider South West, including Bristol and Bristol airport. Smart project and the potential this offers for improved connectivity Motorway technology increases capacity and has the potential in the short term between Sedgemoor and the airport via to reduce congestion and delays and improve reliability and enhanced rail-bus link serving Worle station. A link would resilience through the use of digital technology to better monitor ideally be heavy rail or light rail (i.e. tram), but if not feasible, an traffic levels, implement hard-shoulder running and variable alternative high frequency and quality public transport solution speed limits, or even close lanes remotely via gantry signage would be supported. There is also the potential to integrate a if incidents have occurred. The District will be seeking full future mass transit link with a repurposed Hinkley Point C Park implementation of Smart Motorway infrastructure along the & Ride site, enabling those travelling to Bristol Airport to park M5 corridor. locally and board a high quality mass transit link to the airport. 3.5 M5 Motorway junction improvements: Junction improvements 3.3 Further rail enhancements being promoted for funding and delivery are also needed to improve journeys into Sedgemoor that use the by Central Government through the franchise or Control Period M5, as well as journeys through the district that intersect with M5 process include: junctions. Improvements are needed at the following junctions to ease congestion: ƒƒ Providing a direct rail link for passengers and freight towards Highbridge & Burnham station from Gravity (R3) ƒƒ Junction 22 (HW2) with the A38 and B3140 (Edithmead): the innovation campus on the site of the former Royal Ordnance Highways England has identified the need to signalise the M5 Factory set to provide work for over 4,000 people, largely in approaches from the A38 and deliver a dedicated left-turn lane knowledge-intensive, high-value sectors. for traffic leaving the M5 and turning south onto the A38. There is also potential to introduce a ‘dumbbell’ roundabout over the ƒƒ Enhancements at Bridgwater station (R4) and Highbridge & M5 (i.e. introducing a roundabout similar to that at Junction 23) Burnham station (R5) to improve access to and at the stations to increase the weaving length of the road feeding the existing and station facilities to accommodate increased demand and A38 roundabout. better serve passenger and community needs. ƒƒ Junction 23 (HW3) and A39 (Dunball): Increased capacity ƒƒ Increased train capacity and improved rolling stock across the junctions and further signalisation will be needed to (R6/E3), including trains with Wi-Fi, plug sockets, and table prevent increases in traffic resulting from forecast growth from working spaces in all carriages of every train. interfering with the operation of the Dunball roundabout and the

M5 slip roads. Regional connections – road ƒƒ Junction 24 (HW4) with the A38 (Bridgwater Services/North 3.4 Sedgemoor’s economy requires an effective and well-maintained Petherton): Signalisation on roundabout, localised widening road network. Its key business sectors of food production and and improved signing and lane marking would improve capacity processing, transport and logistics/distribution, and tourism rely on to support freer flowing traffic and support development. road access to do business and facilitate moving goods, advisers, customers, tourists and visitors in, to and around the district. 3.6 The design and feasibility of such improvements and their funding In addition, the economies of the South West Peninsular also rely will require further discussion in the light of Highways England heavily on the M5 functioning efficiently. Road access is likely decisions to date to withdraw finance at Junction 23 and not to remain a key enabler to employment growth and the district’s include schemes in Road Investment Strategy 2 (to 2025). competitiveness in the years to 2050. 3.7 The Council will be working with strategic partners and Innovate UK to stimulate a new discussion on the future of the M5 and its investment priorities. The Council supports the proposals in the West of England Joint Local Transport Plan (2019 to 2036) to work with Highways England to deliver a new M5 junction between Junctions 21 and 22 (Junction 21a). Junction 21a would provide an enhanced link to Bristol airport via the A38, improving journey times between Sedgemoor and the airport.

21  Sedgemoor 2050 Transport Investment Strategy

Figure 3.1: Sedgemoor 2050 Transport Investment Strategy schemes overview

Figure 3.2: Sedgemoor 2050 Transport Investment Strategy schemes for Bridgwater

 22 Gravity, A38 and Bridgwater

3.8 Proposed schemes to support Gravity and improve local access ƒƒ High frequency bus services to Gravity (PT1): Key to to and from the innovation campus, and improvements to the the successful and sustainable integration of the enterprise transport network to support development in Bridgwater beyond zone into the local labour market will be a high-quality, high- Local Plan levels and the functioning of the A38 are included in frequency bus service linking Taunton, Bridgwater, Gravity, Figure 3.2.. Highbridge, Burnham-on-Sea , and on to North Somerset. There is also the need for investment in high quality east-west 3.9 Gravity – the innovation campus on the site of the former Royal bus services on the A39 to give sustainable transport access Ordnance Factory – is planned to provide work for over 4,000 to Gravity from communities along the A39 corridor and into people, largely in knowledge-intensive, high-value sectors. neighbouring Mendip. Currently, the Number 21 bus route The ambitious plans for the site are expected to make a runs from Bridgwater to Burnham-on-Sea twice an hour, with major contribution towards achieving the district’s future jobs journeys taking approximately 40 minutes. Enhanced service requirements. In addition to the rail and motorway enhancements frequency and routing developed in negotiation and partnership to regional connectivity identified above, considerable investment with bus operators, developers and other local partners, will in other local transport infrastructure is required to help the be complemented by bus priority interventions (most likely campus meet its full potential and to integrate the site with nearby bus gates and longer green phases for buses at traffic signals Bridgwater and the rest of the district. prioritised) if feasible, improving journey times and journey time 3.10 A large part of the investment will come from the private sector and reliability for customers. Sedgemoor District Council would will respond to the needs of new tenants and occupiers as they support Somerset County Council in assessing the feasibility come forward during the build out of the campus. In the short term, and working with operators to trial the potential of using smaller Gravity’s developers are contributing £3.5m towards transport vehicles and technology to provide semi-flexible routing, on- improvements, through the s106 associated with the consent, demand services. funding from the Local Enterprise Partnership’s Local Growth Fund ƒƒ Walking and cycling links from Burnham-on-Sea and will contribute part of the cost of a new access road linking the Bridgwater to Gravity (WC1, WC2, WC3): As the site site with the A39 on to Junction 23 of M5 Motorway, and a further approaches first occupation, there is a need for a high quality contribution from the s106 is to be directed to Dunball Roundabout walking and cycling connection between Gravity and Highbridge (junction of the A39 and A38). In the medium term income from and Burnham-on-Sea (WC1), to Bridgwater broadly following the business rate recycling can be used to address infrastructure gaps River Parrett (WC2) avoiding Junction 23 of the M5 Motorway to further progress and extend development at Gravity. and the Dunball Roundabout, and a separate route to Bridgwater following the A39 (WC3). To Burnham-on-Sea potential exists to connect the site from Highbridge & Burnham Station, through housing allocations on Brue Farm, south of Highbridge, and making use of existing minor roads (Puriton Road) to the north-east of Gravity, creating a safe and direct route to the site.

ƒƒ Smart Mobility at Gravity (SM1): Gravity has the potential to build on local business and infrastructure assets to be a test-bed of innovative developments in the field of mobility, including Connected and Autonomous Vehicles. This would respond directly to Government’s Industrial Strategy which identifies the ‘Future of Mobility’ as one of its ‘Grand Challenges’ for industry. Linkages to businesses and higher education institutions, and local authority partners will provide the opportunity not only to promote and provide sustainable travel to, from and around the innovation campus, but also this to be a knowledge-intensive, high-value, industrial specialism of the site. If the sustainable transport offer is extensive enough, a model of Mobility as a Service could be trialled at Gravity, possibly linked to a Bridgwater or district-wide model, where transport is provided on a basis similar to a phone package or minutes, messages and data, but on a modal basis (e.g. a package of trips-worth or time using bike hire, car club vehicles, and buses).

23  Sedgemoor 2050 Transport Investment Strategy

Improving the reliability of the A38 in and around Bridgwater

3.11 In addition to the proposed improvements to the M5 Motorway, rail ƒƒ Smart Mobility (SM2): Integrated with the proposals above for services and north-south bus service enhancements, a number of Gravity and for shared mobility solutions for cycling and ‘micro- other schemes will be critical to the functioning of the A38 through transit’ (e.g. scooters) in Bridgwater, the town has the potential the district, the transport network in Bridgwater, and the ability of to be a further test-bed for innovations in the shared mobility Sedgemoor to accommodate increased levels of development and arena, taking innovations from Gravity and other businesses through-traffic. and research institutes, and demonstrating their scalability. This is expected to include Connected and Autonomous ƒƒ Park & Ride (PT2): The legacy of the Hinkley Point C Vehicles, which have the potential to transform the energy construction will include the repurposing of Park & Ride sites and infrastructure requirements of transport in the long term currently used to shuttle workers to the site from Bridgwater. It is particularly if there is a shift towards shared Connected and proposed that these or part of these Park & Ride sites could be Autonomous Vehicle s away from private ownership and use of repurposed to serve Bridgwater and Gravity with buses serving vehicles currently. the town centre and key employment sites such as Colley Lane ƒƒ Bridgwater Northern Outer Distributor Road (HW5): Industrial Estate, Woodlands, Express Park and Castlefields The most significant of local road schemes proposed as part of Industrial Estate; as well as transferring some of the parking this strategy is a northern bypass for Bridgwater. Capacity on the space to provide for freight consolidation activities and other road network in Bridgwater is already constrained and with the development. These sites also offer the potential for ‘Park & growth expected as part of the Local Plan to 2032 the pressure Share’, whereby drivers park and then car-share with others on the highway network is set to continue. To accommodate to onward destinations in common, a practice that happens continued growth to 2050, steps will need to be taken both informally in some of Sedgemoor’s laybys and villages. to manage demand for travel and provide additional capacity ƒƒ Bridgwater Active Travel Package (WC4): Bridgwater is well on the highway network. To deliver additional capacity on the suited to local walking and cycling journeys, with its relatively strategic road network a new northern bypass is proposed, to compact layout and flat terrain. Enhancements to the town’s redirect traffic away from Bridgwater town centre. The bypass walking and cycling infrastructure need to be prioritised to would help to reduce traffic and its negative externalities in complete and connect the existing network for active travel. Bridgwater. In turn, journey times will be improved for local Somerset County Council is developing a Local Cycling and people as congestion is reduced. Journey times would also be Walking Infrastructure Plan, supported by Sedgemoor District improved for those making long distance journeys that currently Council, and it is expected that the Local Cycling and Walking pass through Bridgwater on the A39. A northern bypass will also Infrastructure Plan will set out the details of the walking and enable road space within the town to be re-evaluated. cycling needed to complete the town’s active travel network. Schemes such as the Bridgwater Way provided high quality routes through the south of the town. Complementary routes are required to:

ÌÌ infill local missing links for cycling, providing high-quality segregated, cycling infrastructure where possible to address concerns about road safety and attract a broad spectrum of people to cycle;

ÌÌ improve the urban realm within the town centre and at local centres to encourage walking journeys; and

ÌÌ work with the private sector and local partners to be a ‘market town’ test-bed for providing shared mobility solutions (e.g. eBike / scooter hire).

 24 ƒƒ Junction / Link Improvements: A number of smaller ÌÌ Western Way / Chilton Street Bridgwater (HW10): improvements at key locations and links around Bridgwater are Signal controls at this junction have been upgraded to proposed, targeting local congestion problems that adversely facilitate Heavy Goods Vehicle movements associated affect journey times and journey time reliability for all vehicles, with Hinkley Point C. However, in the longer-term including buses; as well as making the conditions for walking and additional upgrades are likely to be necessary to cycling less attractive and more dangerous: accommodate traffic resulting from planned growth and to ensure children from the nearby Chilton Trinity School can ÌÌ Junction of Taunton Road/Broadway (HW6): This cross safely. junction was improved in 2015-16, with funding from EDF ÌÌ Whitegate Roundabout (HW11): Plans are underway Energy, providing some increased capacity on the left-turn to improve pedestrian crossing facilities at this junction, lane towards Hinkley Point C. Further improvements here however in the longer term, removal of the roundabout could ease congestion on Taunton Road, but would be and replacement with a signalised junction could improve subject to the availability of space and the potential need the overall function and reliability for all road users. for land acquisition to accommodate extra capacity. ÌÌ A39 Bath Road – Bower Lane to Parkway (HW12): ÌÌ Junction of Northgate/The Clink (HW7): Plans for a new Enhancements to the A39 Bath Road between the discount supermarket as part of the redevelopment of the junctions with Bower Lane and Parkway to improve traffic adjacent Northgate site will be progressed in 2019 and flow and reduce congestion, including minor adjustments works are expected to include modifications to this junction. to alignment and lining. Further works to adjust stop lines, splays and increased green times could help to achieve better traffic flow while ÌÌ A372 Westonzoyland Road Safety Corridor (HW13): better serving pedestrians and cyclists. Taking a ‘safe systems’ approach to assessing road safety risks along the corridor to develop a package of ÌÌ Bristol Road/Wylds Road (HW8): The brownfield site engineering, information, enforcement, and planning opposite the junction of Wylds Road and Bristol Road is interventions to improve road safety and support earmarked for redevelopment. This will add a fourth arm to development along the corridor in Bridgwater and at the existing junction. Modelling undertaken for Sedgemoor Westonzoyland Airfield. District Council suggests that a roundabout at this junction would best accommodate the additional traffic movements ƒ at the junction resulting from the redevelopment. ƒ Parking in North Petherton (HW14): Congestion affects the A38 through North Petherton with traffic flow impeded by on- ÌÌ Canon/Cross Rifles Roundabout (HW9): Working with street parking at times. Space restrictions mean the highway Somerset County Council to progress detailed designs and cannot be widened nor traffic redirected. Parking could be delivery of the preferred option for improvements at this managed better particularly at peak times to help smooth the roundabout to address safety concerns for pedestrians and traffic flow through the village, although the impact on traffic cyclists and improve motor traffic flow. speeds would need to be assessed and closely monitored.

25  Sedgemoor 2050 Transport Investment Strategy

Figure 3.3: Sedgemoor 2050 Transport Investment Strategy schemes for Burnham-on-Sea and Highbridge

Figure 3.4: Sedgemoor 2050 Transport Investment Strategy schemes for Axbridge and Cheddar

 26 Supporting Burnham-on-Sea and Highbridge Supporting Axbridge and Cheddar

3.15 Axbridge and Cheddar are key visitor destinations, and are 3.12 Transport investment within Burnham-on-Sea and Highbridge gateways to the world-famous Cheddar Gorge. In addition to focuses on enabling growth to the north and mitigating the the attractions of the settlements, the gorge and surrounding transport impact of that growth, as well as connecting this part countryside, particularly the Mendip Hills Area of Outstanding of the district to Gravity, to benefit from development and job Natural Beauty, are well-loved locations for nature lovers and opportunities there. Already described above are a number of outdoor enthusiasts, including many cyclists and walkers. sustainable transport investments that would provide a step- Transport proposals need to be sensitive to this unique context, change in accessibility to employment opportunities to help and focus on solutions that maximise the capacity of the existing address higher levels of deprivation and to provide improved network sustainably, and are displayed in Figure 3.4. These include: accessibility to key services and amenities for a growing, ageing population. ƒƒ Cheddar Car Parking and Traffic Management Improvements 3.13 These include the proposed rail station improvements at (PT3): Cheddar currently struggles to accommodate the traffic Highbridge & Burnham station and other rail schemes to provide associated with tourists visiting the Cheddar Gorge, particularly in new links, additional services, and improved quality (R1 to R6); summer. To relieve this pressure, Sedgemoor District Council will bus service frequency and journey time improvements on north- work with local partners to identify options and a suitable car park south services through the district and to Gravity (PT1); and a new site, from which visitors could walk or use a shuttle bus service to walking and cycling link to Gravity (WC1). access the town and gorge.

3.14 Further proposals for Burnham-on-Sea, Highbridge, and the ƒƒ Axbridge – Cheddar Walking and Cycling Improvements communities north of Burnham-on-Sea, including Berrow and (WC6): The existing Strawberry Line route provides a high- Brean are shown in Figure 3.3 and include: quality, off-road link between Axbridge and Cheddar. However, segregated infrastructure is not provided at either end of the line ƒƒ North Burnham Access Road (HW15): To unlock land to the and pedestrians and cyclists must return to the carriageway to north of Burnham-on-Sea for new housing, a new access road continue journeys into either village. will be needed running from the current Love Lane / Stoddens ƒƒ Re-alignment of the A371/B3135 Axbridge Road ‘Magic Lane corner towards Brean, connecting with Brent Street, also Roundabout’ (HW16): There is a need for improvements at this diverting through traffic travelling to the resorts of Brean and complex junction to improve the traffic flow and safety. Berrow from the town centre. ƒƒ Improvements at the A371/B3151 Lower New Road Junction ƒƒ Completion of the Burnham-on-Sea to Berrow Walking and (HW17): Enhancements to improve traffic flow and road safety at Cycling Link (WC5): A missing cycle and footway link along the this junction. side of Burnham and Berrow Golf Club to encourage walking

and cycling journeys and connect to routes to the north which extend as far as Weston-super-Mare.

27  Sedgemoor 2050 Transport Investment Strategy

District Wide

3.16 Electric vehicles (EV1): To meet sustainability objectives and reduce health complications caused by poor air quality, vehicles should be electrically powered as far as possible. Ahead of the nationwide ban of the sale of new diesel and petrol cars from 2040, Sedgemoor will support the transition to cleaner fuels in two ways. Firstly, through the provision of publicly available, easy-to-use and widely distributed electric vehicle (EV) charging infrastructure, to ensure that charging a vehicle is no more difficult than it currently is to fill a car with petrol or diesel. Secondly, through the planning system, developers will be encouraged to provide fast charging infrastructure for all forms of electric transport in domestic, commercial and public areas throughout Sedgemoor.

3.17 Reducing car dependency (E1, E2): Review development management policy and engage with developers to deliver initiatives that support alternatives to car ownership and ensure developments are designed to facilitate walking and cycling journeys.

 28 A spotlight on Mobility as a Service Freight, deliveries and servicing

3.18 Advances in digital technology, including the prevalence of smart 3.24 Freight will be reviewed, and a delivery and servicing strategy phones, have enabled new ways of accessing traditional transport introduced (E3). The strategy will aim to work in partnership with services and given rise to new and innovative transport services. local businesses to consolidate freight movements, increase ‘Mobility as a Service’ (MaaS) describes the collective range of productivity and improve efficiency. This will take into account transport services available and the situation where people are recent innovations in the freight sector, such as consolidation able to access and move between them seamlessly. MaaS is centres and the potential to use zero emissions and autonomous manifest through innovations such as smartcard ticketing allowing vehicles for last mile delivery. customers to use one payment card across multiple modes of 3.25 Once construction of Hinkley Point C is complete, the Park & Ride transport (e.g. the Oyster card in London and the Swift card in the sites used for construction workers could be repurposed to include West Midlands enabling users to pay for buses, trams and trains freight consolidation facilities (OI1) (in addition to use as a Park & with the one payment card). However, MaaS also describes the Ride site for Bridgwater as described above). These consolidation integration of new and innovative transport services such as car facilities would enable deliveries to be made by conventionally clubs, bike sharing, app-based private hire services such as Uber fuelled Heavy Goods Vehicles, which are then transferred to their and demand responsive bus services such as Arriva Click. final destinations e.g. within Bridgwater by zero emission vehicles. 3.19 While MaaS is being pioneered in larger cities globally, we expect these services and technologies to mature in the medium term making them far more applicable to smaller urban areas and rural settings. MaaS has the potential to transform public transport accessibility in rural areas. The application of MaaS in Sedgemoor has the potential to improve connectivity and accessibility by making possible shared transport services where these are currently unviable. In turn this will support our transport investment needs over the next 30 years, creating opportunities for new development.

3.20 Developments in MaaS have so far been led, primarily, by the private sector. Sedgemoor will take a lead in facilitating the application of MaaS, working with stakeholders including transport operators and technology platforms.

3.21 Our aim is for Sedgemoor to become a nationally recognised demonstrator of Mobility as a Service, focusing on the Bridgwater to Gravity corridor. This could be funded through Central Government and would involve the provision of a variety of public modes and private, short-term hire modes such as car clubs, bike hire, electric bikes and scooters and park and ride, all brought under one ticketing solution.

3.22 Similarly, across the district the local authority can implement mandatory pick-up and drop-off demand responsive services as part of travel plans at new developments. The cost would be borne by the developer and the services would link into the burgeoning bus network.

3.23 Sedgemoor District Council, in combination with the Heart of the South West Local Enterprise Partnership and Somerset County Council, will conduct a review of existing policy to ensure digital and data-sharing practices enable shared mobility services.

29  4 Phasing

4.1 The Sedgemoor 2050 Transport Investment Strategy looks into the long term, spanning the period to 2050, beyond the current Local Plan period to 2032. The phasing of proposals within the Strategy is therefore phased into the short, medium and long terms: Delivery Plan ƒƒ Short term: to 2024 ƒƒ Medium term: to 2032 (the lifetime of the current Local Plan)

ƒƒ Long term: 2032+ (beyond the current Local Plan period)

4.2 The tables on the following pages show how schemes will be phased over the timescales of the strategy. The tables include a high level next step for each scheme with lead and partners identified. Each scheme is linked to the Goals and Priorities supporting the Vision statement.

Goals Priorities 1 Living a - Reduce carbon emissions Sustainably b - Increase resilience to climate change and flood events c - Ensure a safe transport network

2 Ensuring a - Enable sustainable development Economic b - Improve journey time reliability Wellbeing c - Enhance public realm and quality of place d - Enable access to good quality and affordable housing

3 Being a - Promote active travel and wellbeing Healthy b - Improve air quality

4 Enjoying a - Provide access to leisure facilities and natural assets and b - Deliver inclusive and accessible transport Achieving Links to Goals and Priorities

Short Term High Level Potential (1 - 5 years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

PT1 High Frequency Discussions Sedgemoor Operators, Developer      -  -  -  Bus Services to with operators District Council Somerset contributions Gravity and developer, (SDC) County Council identify options (SCC) to improve network coverage and frequency

PT3 Cheddar Car Identification of SDC SCC, Land Local growth       - -    Park and Traffic Land Owners, Owner(s), funding Management feasibility Longleat Improvements discussions, Estates funding business case

R1 ‘London in Two’ Discussion with SDC Network Rail, Network Rail,  -  -  - - -  -  Rail Service Network Rail Franchisee Franchisee Improvements and Franchisee

HW1 M5 ‘Smart Engagement SDC Highways Highways - -  -  - - -  - - Motorway’ with Highways England England England

HW2 M5 Junction 22 Engagement SDC Highways Developer - -  -  - - -  - - and Edithmead with Highways England, SCC contributions, Roundabout England, Highways improvements feasibility study England

HW3 M5 Junction 23 Engagement SDC Highways HIF, Developer - -  -  - - -  - - and Dunball with Highways England, SCC contributions, Roundabout England, Highways Improvements feasibility study England (RIS 1 / 2)

HW4 M5 Junction 24 Engagement SDC Highways Developer - -  -  - - -  - - signalisation on with Highways England, SCC contributions, roundabout England, Highways feasibility study England

31  Sedgemoor 2050 Transport Investment Strategy

Links to Goals and Priorities

Short Term High Level Potential (1 - 5 years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

HW7 Northgate / The Feasibility/ SCC SDC Developer - -  -  - -   -  Clink Junction options study contributions Improvements

HW8 Bristol Road Feasibility SDC Developer Developer - -    ------/ Wylds Road designs Contributions Junction Improvements

HW9 Canon / Detailed designs SCC SDC HIF, EDF Energy, - -  -  -  - - - - Cross Rifles Developer Roundabout Contributions

HW10 Western Way / Feasibility/ SCC SDC SCC - -  -  - -   -  Chilton Street options study Bridgwater (including pedestrian and cycling improvements to north side)

HW11 A39 Whitegate Feasibility/ SCC SDC SCC - -  -  - -   -  Roundabout options study Removal and Replacement with Signalised Junction

HW12 A39 Bower Lane Feasibility/ SCC SDC Developer - -  -  - -   -  to Parkway options study contributions Corridor Improvements

HW14 Parking in North Feasibility/ SCC SDC SCC  -  -  - - -  - - Petherton options study

 32 Links to Goals and Priorities

Short Term High Level Potential (1 - 5 years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

HW16 Re-alignment Feasibility/ SDC SCC Local growth - -  -  ------of the A371 / options study funding, B3135 Axbridge Developer Road ‘Magic contributions, Roundabout’ quarry operators

HW17 Improvements Feasibility/ SCC SDC Developer - -  -  - -   - - at the A371 / options study contributions. B3151 Junction at Cheddar

WC1 Improved Feasibility/ SCC SDC Developer            Cycling and options study contributions Pedestrian Links from Highbridge & Burnham Station to Gravity

WC2 Bridgwater to Discussions SCC SDC Developer            Gravity Cycling with developer contributions and Walking Link and SCC via Down End

WC4 Bridgwater Identify SDC SDC Developer            Active Travel schemes and contributions Package locations for improvements

WC5 Completion of Discussions SDC Burnham Developer       -     the Burnham- with key & Berrow contributions on-Sea to partners, Golf Club, Berrow Walking feasibility/ Environment and Cycling Link options study Agency

WC6 Axbridge and Feasibility/ SCC SDC Local growth       -     Cheddar Cycling options study, funding and Footway business case Improvements

33  Sedgemoor 2050 Transport Investment Strategy

Links to Goals and Priorities

Short Term High Level Potential (1 - 5 years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

EV1 Electric Vehicle Develop SDC SCC Developer   -  - -  -  - - Charging standard contributions Infrastructure approach to delivering infrastructure e.g. through Supplementary Planning Document

E1 Review Undertake SDC SDC, Developers SDC Development review   ------ Management Policy and Engage with Developers to Deliver Initiatives to Support Alternatives to Car Ownership

E2 Contribute to Develop internal SDC Department for SDC - -  ------ Review of Rail response to Transport Franchising, review Opportunities for Improved Rail Connectivity

E3 Develop New Commission SDC SCC SDC  -  -   -  - - Deliveries and study Servicing and Freight Strategy

Medium term High Level Potential (6-10 Years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

PT2 Review of Feasibility study SDC SCC, EDF Energy EDF Energy  -  -  - - -  -  Hinkley Point C Park & Ride sites – feasibility for travel hubs, freight consolidation, and alternative land-uses

R2 Bristol Airport Continued SDC Bristol Airport, Developer Mass Transit engagement North Somerset contributions  - -   - - - - -  Link with Bristol District Council Airport and the BSWEL study

 34 Links to Goals and Priorities

Medium term High Level Potential (6-10 Years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

R4 Bridgwater Feasibility/ SDC SCC, Network Local growth  -  -   -   -  Railway Station options Rail funding Public Transport study, funding Access business case Improvements

R5 Highbridge Feasibility/ SDC SCC, Network Local growth  -   -  -   -  & Burnham options Rail funding Railway study, funding Station Access business case Improvements

R6 Increased Train Discussion with SDC Operator, DfT Operator  -  - - - - -  -  Capacity and Department for Improved Rolling Transport and Stock Operator

SM1, SM2 Mobility as Discussion with SDC Developer, Developer,  -  - -  -  -  a Service Developers, SCC, Central SCC, Central Demonstration prepare strategy Government Government Centre (Bridgwater and Gravity)

HW6 Taunton Road Options study SDC SCC Developer - -  -  - - -  - - / Broadway contributions Junction Improvements

HW10 Improvements Feasibility/ SDC SCC SCC - -  -  - - -  - - to the A39 / options study B3139 Junction at Highbridge

HW13 A372 Options study SDC SCC Local growth - -  ------Westonzoyland funding, Road Safety Corridor

35  Sedgemoor 2050 Transport Investment Strategy

Links to Goals and Priorities

Medium term High Level Potential (6-10 Years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

WC3 Bridgwater to Discussions SCC SDC Developer       -     Gravity cycling with developer Contributions and walking link and SCC via A39

OI1 Freight Feasibility/ SDC EDF Energy, SCC SCC, SDC  -  -  - - -  - - consolidation options study centre using former Hinkley Point C Park & Ride sites

Links to Goals and Priorities

Long term High Level Potential (11+ Years) Action/Next Key Delivery Funding Ref. Scheme Step Lead Partner(s) Sources 1a 1b 1c 2a 2b 2c 2d 3a 3b 4a 4b

R3 Freight and Continued Developer Network Rail, Developer  - -  ------ passenger rail engagement SDC contributions, connection from with Developer, Business Rate Gravity towards Network Rail Retention Highbridge and Highways & Burnham England for M5 Station overbridge

HW5 Bridgwater Feasibility/ SCC SDC Via local growth Northern Outer options study funding, Central - -  -  - -  - - - Distributor Road Government

HW15 Burnham-on-Sea Feasibility/ SCC SDC Developer Access Road options study contributions, - - -   -  - - - - (around the local growth North East of funding,/Central the Town) Government

 36

5 Introduction

5.1 The Sedgemoor 2050 Transport Investment Strategy is long-term in its outlook and has identified a programme of schemes that will require funding and/or financing. For many of the schemes, current funding sources may no longer be available, but the ability Funding and of Sedgemoor District Council and local partners to respond effectively to new funding opportunities will be important.

5.2 The likely usefulness of each funding or financing option is Financing indicated with a tick-based system of least useful or applicable to most useful or applicable. Options Central Government grants – capital

5.3 The most ‘traditional’ source of funding for transport schemes ƒƒ Innovate UK: Innovate UK is a national body promoting has been from Central Government, either for schemes directly innovation through collaboration – often between the private sponsored by the Department for Transport or its national bodies, sector, public sector, Higher Education Institutions and/or such as Network Rail and Highways England, or through money research institutions. This source of funding is not suited to transferred to Local Government bodies. This can be on a formula ‘conventional’ transport schemes, and or secure funding, basis (e.g. by need or population) or on a competitive basis. The private sector organisations are often required to provide primary sources of capital grants from Central Government are: match-funding which can represent challenges. This could be more suited to Smart Mobility packages at Gravity and in ƒƒ Local Growth Fund: This £12 billion fund is being administered Bridgwater. Innovate UK is actively engaged with the Council by a number of Central Government departments collectively. and keen to consider the potential to invest in the M5 as well as Allocations have been ‘devolved’ to the Heart of the South wider knowledge networks. West Local Enterprise Partnership to invest in local priorities. ƒƒ Industrial Strategy: Central Government released its The fund is working on a six-year programme to March 2021 Industrial Strategy in 2017 and identified the Future of Mobility and almost all funding has been allocated. There may be as one of the Grand Challenges facing the county and industry. opportunities to divert any underspend if other schemes across Very little additional funding had been allocated through the the Local Enterprise Partnership area are unable to deliver or if Industrial Strategy, but it is envisaged that it will come and the programme and size of the fund are extended. In the longer will most likely require alignment with other public-sector term, there may be opportunities to bid for funding from this or bodies and private sector firms and be managed through the similar devolved funding streams for the delivery of schemes in UK Shared Prosperity Fund. The Heart of the South West this strategy. Local Enterprise Partnership are also drawing up their Local ƒƒ Housing Infrastructure Fund: A £5.5 billion fund run by the Industrial Strategy (LIS), identifying Digital Futures, High-Tech Ministry for Housing, Communities and Local Government and Engineering and Clean Energy as the three leading areas of Homes England. Scheme promoters bid to Central Government local activity that are likely to be innovative, entrepreneurial competitively. All bids must be submitted by March 2019, and and competitive and also distinct, long-term and productive, all funding spent by March 2023. Somerset County Council which will be the core areas for special investment. Sedgemoor are leading a bid support by Sedgemoor District Council is working to influence the LIS and ensure that national and Taunton Deane District Council for improvements to infrastructure projects such as Hinkley Point C, and other major public transport, public realm works, road junction capacity projects like Gravity, are fully considered. enhancements, and flood defences. This bid includes transport ƒƒ Highways England: Central Government allocated funding schemes identified in this strategy - Junction 23 improvements, to Highways England to upgrade and maintain the Strategic Dunball Roundabout improvements and Canon/Cross Rifles Road Network through its Road Investment Strategy. The Roundabout, and there could be the opportunity to include next strategy covering the post-2020 period. Increasingly, other proposed transport schemes in future bidding rounds if Highways England and Central Government are realising extended by Central Government. their importance of taking a multi-modal approach as well as ƒƒ Sub-National Transport Bodies: Parts of the country which considering the complementarity of the principal local roads, or are reforming the Local Government structures and governance Major Road Network. Such funding has potential for proposed to be more streamlined are increasingly being prioritised for improvements to the M5 Motorway, approach roads, and A38. Central Government funding, particularly in large metropolitan, ƒƒ Network Rail: Similar to Highways England, the Department city areas. The formation of devolution deals has typically for Transport identifies priorities for the rail network to be been accompanied by funding, along with new funds being delivered by Network Rail, Train Operating Companies or top-sliced heavily for new bodies, and example of which is third parties. For improvements to rail services and new the Transforming Cities Fund for transport investment, where infrastructure, schemes need to be in franchise specifications the fund was prioritised for Combined Authority areas. There for Train Operating Companies to deliver or within Network is no certainty of additional funding but there is precedent, Rail’s revolving, five-year ‘Control Period’ process, the next one and changes would require significant senior stakeholder and being for 2019 to 2024. Improvements in rail service frequency, public buy-in. Currently, there are no proposals for a Combined journey times, capacity, and journey quality could be funded Authority to be formed, but Somerset County Council is through these processes. participating in the Sub-National Transport Bodies, Peninsular South West, covering Somerset, Dorset, Devon, Torbay, Plymouth, Cornwall and the Isles of Scilly, and are an observer on the Western Gateway Sub-National Transport Body. Once established legally, there is precedent for these bodies to receive additional grant funding.

39  Sedgemoor 2050 Transport Investment Strategy

Central Government grants – revenue Local government

5.1 Typically, Local Government finds it much easier to access 5.2 In recent history, Local Government has not had significant capital funding from Central Government, than revenue funding opportunities for generating revenues locally which it can then for the operating of schemes and initiatives. A couple of options retain. Central Government policy for Local Government funding may exist for Sedgemoor: and financing is slowly changing, with recent changes in the policy on Business Rate retention locally being the most significant. The ƒƒ Sub-National Transport Bodies: Similar to above, there options below are all important local funding sources, but revenues is precedent or new Local Government bodies to receive from these options are often hypothecated or considered for the additional revenue funding. general operation of Local Government, rather than specific capital investment. ƒƒ Sustainable Transport Access Fund: This fund from the Department for Transport is already allocated to 2020 but ƒƒ Business rates: might lead to similar future competitive bidding rounds for ÌÌ Enterprise Zone: Gravity, and its status on an Enterprise relatively small scale active travel, public transport, and Zone, permits full retention of business rates split between Smart Mobility solutions. Sedgemoor District Council, Somerset County Council, and the Heart of the South West Local Enterprise Partnership. It will be important to optimise retention for transport and other local infrastructure priorities to tackle infrastructure priorities and sustain growth. The Council has set out a ‘site first’ principle for business rates retained being used to ensure maximum benefit is derived from the Gravity Enterprise Zone.

ÌÌ Increased / full business rate retention: Part of Central Government’s planned reforms for Local Government to retain all locally generated business rates (much like an Enterprise Zone), but with the removal of Central Government’s ‘Capital Grant’ to Local Government. In Sedgemoor, it is unclear whether this would increase or decrease the funding available for investment and be dependent on the performance of the wider local and regional economy. Somerset has been successful in achieving support for a pilot for 75% business rates retention, which seeks to reinvest funds in infrastructure delivery. In the future business rates income may be a source of infrastructure funds.

ƒƒ Council tax: There is limited scope for increases without a reset of rates related to updated house prices and would require a local referendum and unlikely to be popular.

ƒƒ Parking charges and other local charges/fees: Can be the second largest source of funding for a Local Planning Authority such as Sedgemoor, and can be unreliable, and collection disproportionately expensive compared to other sources. Explicit policy to raise funding through increases in these mechanisms can prove very unpopular, but more explicit hypothecation for investment on transport could be a way through.

 40 Private sector Financing options

5.3 There is a growing reliance on the private sector to provide 5.4 While less ideal than grant funding, financing can be an option funding for schemes that they directly benefit from or add costs for transport investment, particularly schemes that have a to. Central government is also encouraging Local Government to mechanism for repayment or increased asset value. transfer costs to the private sector. Existing options include: Options could include:

ƒƒ Developer contributions: A very important source of funding ƒƒ Government loans (e.g. Public Works Loans Board): (e.g. Hinkley Point C), particularly for highway, public transport, Credit is relatively readily available but with Local Government walking and cycling schemes. finances under strain, the appetite for further borrowing and costs of debt financing can be prohibitive. With the risk of higher interest rates, this option is not deemed viable financially for Sedgemoor.

ƒƒ Other private: Debt or private finance. Models also exist in ƒƒ Capital markets: Financing is available if credit rating satisfies other locations for the private sector to provide car clubs, on- creditors. This depends on risk appetite and ability to repay demand vehicles, bike hire, app development on a commercial loans and generate revenue streams. Typically, transport is basis. Attracting private sector investors would require poor at this, unless attached to a land value capture model, Sedgemoor to continue to build its profile for innovation and and the potential and appetite for this in Sedgemoor is growth. Partnerships with Gravity and the wider Enterprise considered to be limited. Zone and Higher Education could help, but subsidy will likely ƒƒ New models: be required. ÌÌ Land Value Capture (e.g. Tax Incremental

Financing): This group of options involve borrowing

against future increases in business rates or other

appreciation in asset value to fund infrastructure that

would generate the uplift. This would require legislative

change and suitable governance and hypothecation

locally. The complexity of securing legal powers and developing a workable and acceptable model make this option unattractive.

ÌÌ Bonds: In some countries, outside of the UK, some Local Government bodies have the authority to issue bonds. This is untested in the UK, would require legislative change (i.e. primary), high credit rating / risk appetite, repayment mechanisms / revenue streams, appropriate governance, and suitable capability of skilled resource to develop the model. For these reasons, this option is not deemed feasible.

Summary

5.5 As Sedgemoor is the Local Planning Authority, and is not the Local Highway or Transport Authority, funding for transport is typically reliant on third parties. It can however, provide leadership and a vision to target and coordinate infrastructure investment to facilitate sustainable growth.

5.6 Locally, the most suitable sources of funding are business rate retention related to the Enterprise Zone and Gravity, as well as developer contributions across the district resulting from high levels of planned growth. This funding pot could be further increased through Local Government reform and the formation of a Combined Authority and/or a Sub-National Transport Body. Work is underway to progress the second of these two reform options.

41  Appendix

Scheme Pro Forma 43 Sedgemoor 2050 Transport Investment Strategy

 44 45 Sedgemoor 2050 Transport Investment Strategy

 46 47 Sedgemoor 2050 Transport Investment Strategy

 48 49 Sedgemoor 2050 Transport Investment Strategy

 50 51 Sedgemoor 2050 Transport Investment Strategy

 52 53 Sedgemoor 2050 Transport Investment Strategy

 54 55 Sedgemoor 2050 Transport Investment Strategy

 56 57 Sedgemoor 2050 Transport Investment Strategy

 58 59 Sedgemoor 2050 Transport Investment Strategy

 60 61 Sedgemoor 2050 Transport Investment Strategy

 62 63 Sedgemoor 2050 Transport Investment Strategy

 64 65 Sedgemoor 2050 Transport Investment Strategy

 66 67 Sedgemoor 2050 Transport Investment Strategy

 68 69 Sedgemoor 2050 Transport Investment Strategy

 70 71 Sedgemoor 2050 Transport Investment Strategy

 72 73 Sedgemoor 2050 Transport Investment Strategy

 74 75 Sedgemoor 2050 Transport Investment Strategy

 76 77 Sedgemoor 2050 Transport Investment Strategy

 78 Sedgemoor 2050 Transport Investment Strategy

Prepared for: Prepared by:

Sedgemoor District Council Steer Steer has prepared this material for Sedgemoor District Council. This Bridgwater House 28-32 Upper Ground material may only be used within the context and scope for which Steer King Square London SE1 9PD has prepared it and may not be relied upon in part or whole by any third Bridgwater TA6 3AR party or be used for any other purpose. Any person choosing to use any +44 20 7910 5000 part of this material without the express and written permission of Steer www.steergroup.com shall be deemed to confirm their agreement to indemnify Steer for all

Client ref: . loss or damage resulting therefrom. Steer has prepared this material Our ref: 231658 using professional practices and procedures using information available to it at the time and as such any new information could alter the validity of Published October 2019 the results and conclusions made.